Combustion chamber assembly for an engine having heat shields and/or burner seals of at least two different types

ABSTRACT

A combustion chamber assembly for an engine, with a combustion chamber which extends in a circumferential direction, and with several heat shields and/or burner seals arranged next to each other in the circumferential direction, to each of which at least one fuel nozzle is assigned for introduction of fuel into the combustion chamber. 
     At least two different types of heat shield and/or burner seal are provided along the circumferential direction, which differ depending on whether or not a spark plug is provided downstream of an assigned fuel nozzle.

This application claims priority to German Patent ApplicationDE102018216807.5 filed Sep. 28, 2018, the entirety of which isincorporated by reference herein.

The present invention concerns a combustion chamber assembly for anengine, with a combustion chamber and several heat shields and/or burnerseals arranged next to each other in the circumferential direction, toeach of which at least one fuel nozzle is assigned for introduction offuel into the combustion chamber.

One or more heat shields of a combustion chamber assembly protectheat-sensitive components from the high temperatures prevailing in thecombustion space of the combustion chamber. The heat shield or shieldsare here arranged on a head plate of the combustion chamber. Burnerseals on a heat shield or several heat shields in turn serve formounting a fuel nozzle. A burner seal is normally mounted so as to floatrelative to a head plate and heat shield in order to allow movement ofthe fuel nozzle relative to the combustion chamber, but at the same timeguarantees a seal between the fuel nozzle and the head plate or heatshield.

The geometric design of the burner seal and/or heat shield is known toinfluence the technical attributes of the combustion chamber, inparticular the characteristics of the combustion taking place in thecombustion chamber. Thus an aerodynamic design of the burner seal forexample influences the occurrence of emissions, e.g. soot and CO, theoperability, i.e. the ignition and extinction behaviour, and thesusceptibility to thermoacoustic excitation. A burner seal and/or a heatshield are here typically designed accordingly such that no attribute ofthe combustion chamber becomes unacceptably poor. The respective designis however always a compromise, since none of the attributes may beselected optimally without negatively influencing another attribute.

It is therefore an object of the proposed invention to provide acombustion chamber assembly for an engine which is improved in thisrespect.

This object is achieved by a combustion chamber assembly according toclaim 1.

Accordingly, a combustion chamber assembly for an engine is proposed inwhich at least two different types of heat shield and/or burner seal areprovided along the circumferential direction of the combustion chamber.In the context of the proposed invention therefore, at least twodifferent designs of heat shields and/or burner seals are provided alongthe circumferential direction of the combustion chamber. This takesbetter account of the locally differing requirements, whereas forexample solutions previously implemented in practice always providedidentically configured burner seals as identical components for acombustion chamber.

The proposed solution includes in particular that a heat shield is usedwhich is configured as a disc, ring or ring segment, and this iscombined with at least two different types of burner seal. Inparticular, it is included that (in each case) several passage openingsfor several burner seals are provided on several heat shields or on asingle heat shield, and for example burner seals of at least twodifferent types are provided on a heat shield.

The phrase “different types of heat shields and/or burner seals” meansin particular that heat shields and/or burner seals of a first typediffer geometrically, i.e. with regard to form, at least in portions,from heat shields and/or burner seals of at least one other second type.

In principle, the number of first types of heat shield and/or burnerseal may be different from the number of second types of heat shieldand/or burner seal. In one embodiment variant for example, the number offirst types of heat shield and/or burner seal is at least twice as greatas the number of second types of heat shield or burner seal. In such anembodiment variant, for example, a heat shield and/or a burner seal ofthe second type is deliberately combined with a plurality of heatshields and/or burner seals of the first type, in order to take accountof peripheral conditions which deviate locally, for example because oflocal structural and/or functional differences on the combustionchamber. A burner seal of modified shape or a heat shield of modifiedshape of the second type may thus influence a flow into the combustionchamber locally differently from adjacent regions of the combustionchamber along the circumference.

Thus a combustion chamber for an engine typically comprises at least onespark plug, typically several (at least two) spark plugs which are eachprovided in the region of the fuel nozzle. In one embodiment variant, aheat shield and/or a burner seal of a second type is assigned to thefuel nozzle, in the region of which at least one spark plug is provided.In a region without spark plug lying adjacent thereto in thecircumferential direction however, at least one heat shield and/or atleast one burner seal of the first type is provided. In such anembodiment variant therefore, in the region of a spark plug of thecombustion chamber assembly, one fuel nozzle is mounted for example on aburner seal of the second type while several further fuel nozzles inregions without spark plugs are each mounted on a burner seal of a firsttype of different design. An aerodynamically differently designed burnerseal may be provided via the respective burner seal, depending on thepresence of a spark plug downstream, and hence depending on whether ornot a spark plug is provided downstream of the respective fuel nozzle,in order to improve the mixture formation and the susceptibility tothermoacoustic excitations.

In a refinement, at least two spark plugs are distributed along thecircumference of the combustion chamber, and a heat shield and/or aburner seal of the second type is provided in the region of each ofthese at least two spark plugs.

In principle, evidently more than two different types of heat shieldand/or burner seal may be provided on a proposed combustion chamberassembly. In view of the complexity of mounting of the combustionchamber assembly however, it may be suitable to provide only twodifferent types, in particular only one other type in the region of aspark plug.

In one embodiment variant, a number N of fuel nozzles is provided alongthe circumference of the combustion chamber, and 1 to N fuel nozzles areassigned to 1 to N sectors along the circumference of the combustionchamber. A circumference along which the fuel nozzles of the combustionchamber are arranged is thus (virtually) divided into 1 to N sectorscorresponding to the number N of fuel nozzles. With a view to efficientdistribution of heat shields and/or burner seals of different typesalong the circumference of the combustion chamber, it may be suitable toassign the different types by sectors. For example, in one embodimentvariant it is provided that a heat shield of a second type and/or aburner seal of a second type is provided in an Nth sector, whereas atleast one heat shield of a first type and/or a burner seal of a firsttype is provided in each of at least two adjacent sectors along thecircumference.

The N fuel nozzles may be arranged next to each other in thecircumferential direction along a circular path, in particular for anannular combustion chamber configured as a ring in cross-section. TheNth sector with the heat shield of the second type and/or with theburner seal of the second type may then for example lie on an upperintersection point of the circular path with a vertical runningcentrally relative to the circular path or offset to the right or leftin the circumferential direction to this upper intersection point in asector adjacent to the intersection point. A heat shield of the secondtype and/or a burner seal of the second type thus for example lies in asector in the region of a top dead centre or TDC. With an odd number Nof sectors distributed over the circumference therefore, the Nth sectorlies precisely at top dead centre. With an even number N of sectorsdistributed evenly over the circumference, the Nth sector with theburner seal and/or heat shield of the second type would lie to the leftor right of the top dead centre, in a back view onto the fuel nozzles.

Alternatively or additionally, an embodiment variant of the proposedsolution provides that the combustion chamber assembly comprises anumber Z of spark plugs, and a number N of fuel nozzles is providedalong the circumference of the combustion chamber, wherein 1 to N fuelnozzles are assigned to 1 to N sectors along the circumference of thecombustion chamber, and a heat shield of a first type and/or a burnerseal of a first type is provided in N−Z−1 sectors, and a heat shield ofa second type and/or a burner seal of a second type is provided in eachof Z+1 sectors. For example, with 16 fuel nozzles and 2 spark plugs, theconfiguration explained above may mean that, along the circumference ofthe combustion chamber, 13 heat shields and/or burner seals of a firsttype and 3 heat shields and/or burner seals of a second type areprovided. The heat shield and/or the burner seal of the second type,which is not provided in the region of the spark plug, lies for examplein the Nth sector, in particular in the region of a top dead centre.Such a configuration may for example have the advantage that theextinction stability of the combustion chamber is improved, sinceusually the sector in the region of the top dead centre is the first tobe extinguished.

In principle, the heat shields and/or the burner seals of differenttypes, on at least one portion facing the combustion chamber, extendinginto the combustion chamber and/or influencing a flow into thecombustion chamber, are geometrically different from each other. Acorresponding portion, which is provided with heat shields and/or burnerseals of different types, thus differs from type to type.

For example, burner seals of different types, in the form of a flowguidance element provided on the burner seal and extending into thecombustion chamber for guiding the fuel-air mixture, are geometricallydifferent from each other. In a refinement based thereon, it is providedfor example that a flow guidance element comprises a flow guidancehopper, and the flow guidance hoppers of different types of burner sealshave differently greatly inwardly curved, differently thick and/ordifferently greatly inclined wall portions.

A flow guidance hopper of a combustion chamber seal may in principlewiden in the direction of the combustion chamber and thus diverge. Thewall portions which are differently greatly inwardly curved, differentlythick and/or differently greatly inclined, are here typically providedat the end of the burner seal, i.e. each at an end of a flow guidancehopper lying in the flow direction. Thus, locally, the flow may beinfluenced in targeted fashion via the differently designed wallportions, so that on the combustion chamber, identical burner seals areprovided which are not merely designed for the best possible compromise.

The proposed solution also provides an engine with an embodiment variantof a combustion chamber assembly proposed, in particular an engine withan annular combustion chamber.

The appended figures illustrate exemplary possible design variants ofthe proposed solution.

In the figures:

FIG. 1 shows in sectional view and in extract a combustion chamberassembly with a burner seal and fuel nozzle mounted thereon and depicteddiagrammatically;

FIG. 2 shows in sectional view a part of two burner seals ofgeometrically different design, which deviate from each other in thegeometry of a flow guidance hopper on the burner seal;

FIG. 3 shows, viewed against the flow direction inside a combustionspace of the combustion chamber, a back view onto several fuel nozzlesarranged along a circular path and each assigned to one of severalevenly distributed sectors, wherein burner seals which are geometricallydifferently designed at least in portions are provided on threedifferent sectors distributed along the circumference;

FIG. 4 shows an engine in which a proposed combustion chamber assemblyis used;

FIG. 5 shows the combustion chamber assembly in extract and on enlargedscale;

FIG. 6 shows an embodiment variant of a proposed combustion chamberassembly, in enlarged sectional view and in extract, looking onto one ofseveral fuel nozzles;

FIG. 7 shows, viewed against the flow direction inside a combustionspace of the combustion chamber, an arrangement of fuel nozzles knownfrom the prior art and identically configured burner seals for acombustion chamber;

FIG. 8 shows, in a view corresponding to FIG. 1 and in extract, acombustion chamber assembly with burner seal and fuel nozzle inserted inthe burner seal and depicted diagrammatically.

FIG. 4 illustrates, schematically and in a sectional illustration, a(turbofan) engine T in which the individual engine components arearranged one behind the other along an axis of rotation or central axisM, and the engine T is formed as a turbofan engine. At an inlet orintake E of the engine T, air is drawn in along an inlet direction bymeans of a fan F. This fan F, which is arranged in a fan casing FC, isdriven by means of a rotor shaft S which is set in rotation by a turbineTT of the engine T. Here, the turbine TT adjoins a compressor V, whichcomprises for example a low-pressure compressor 11 and a high-pressurecompressor 12, and possibly also a medium-pressure compressor. The fan Fon one side conducts air in a primary air flow F1 to the compressor V,and on the other side, to generate thrust, in a secondary air flow F2 toa secondary flow channel or bypass channel B. The bypass channel B hereruns around a core engine comprising the compressor V and the turbine TTand comprising a primary flow channel for the air supplied to the coreengine by the fan F.

The air fed into the primary flow duct via the compressor V enters acombustion section BK of the core engine, in which the driving energyfor driving the turbine TT is generated. For this purpose, the turbineTT has a high-pressure turbine 13, a medium-pressure turbine 14 and alow-pressure turbine 15. Here, the energy released during the combustionis used by the turbine TT to drive the rotor shaft S and thus the fan Fin order to generate the required thrust by means of the air conveyedinto the bypass channel B. Both the air from the bypass channel B andthe exhaust gases from the primary flow channel of the core engine flowout via an outlet A at the end of the engine T. In this arrangement, theoutlet A generally has a thrust nozzle with a centrally arranged outletcone C.

In principle, the fan F can also be coupled to the low-pressure turbine15, and can be driven by the latter, via a connecting shaft and anepicyclic planetary transmission. It is furthermore also possible toprovide other gas turbine engines of different configurations in whichthe proposed solution can be used. For example, engines of this type canhave an alternative number of compressors and/or turbines and/or analternative number of connecting shafts. As an example, the engine canhave a split-flow nozzle, meaning that the flow through the bypass ductB has its own nozzle, which is separate from and situated radiallyoutside the core engine nozzle. However, this is not limiting, and anyaspect of the present disclosure may also apply to engines in which theflow through the bypass channel B and the flow through the core aremixed or combined before (or upstream of) a single nozzle, which may bereferred to as a mixed-flow nozzle. One or both nozzles (whether mixedflow or split flow) may have a fixed or variable region. Whilst thedescribed example relates to a turbofan engine, the proposed solutionmay be applied, for example, to any type of gas turbine engine, such asan open-rotor (in which the fan stage is not surrounded by a nacelle) orturboprop engine, for example.

FIG. 5 shows a longitudinal section through the combustion chamber BK ofthe engine T. This shows in particular an (annular) combustion chamber 3of the engine T. A nozzle assembly is provided for the injection of fuelor an air-fuel mixture into the combustion chamber 3. This comprises acombustion chamber ring R on which several fuel nozzles 2 are arrangedalong a circular line around the centre axis M. The nozzle outletopenings of the respective fuel nozzles 2 which lie inside thecombustion chamber 3 are here provided on the combustion chamber ring R.Each fuel nozzle 2 comprises a flange via which a fuel nozzle 2 may bescrewed to a combustion chamber housing of the combustion chamber 3.

FIG. 6 shows, in sectional view and on enlarged scale in extract, acombustion chamber assembly with the combustion chamber 3. Thecombustion chamber 3 has a combustion chamber wall 30 and a head plate 4provided on the end. The head plate 4 is protected from the combustionspace of the combustion chamber 3 by a heat shield 5. The combustionchamber wall 30 may also be protected from the combustion space bycombustion chamber tiles 31. The combustion chamber wall 30 and thecombustion chamber tiles 31 normally have mixing holes 32 for emissioncontrol, and for cooling, impingement cooling holes 301 in thecombustion chamber wall 30 and effusion cooling holes 302 in thecombustion chamber tiles 31. The combustion chamber tiles 31 are fixedto the combustion chamber wall 30 via a fixing device, for example withbolts 303 and nuts 304.

The heat shield 5 also has cooling holes 50 for cooling, and isconnected to the head plate 4 by a fixing device 64. The head plate 4also comprises cooling holes 40 in a known fashion.

For introduction of fuel into the combustion space of the combustionchamber 3, a fuel nozzle 2 is inserted in the combustion space. Acombustion chamber head 7 surrounds the fuel nozzle 2 outside thecombustion space. This combustion chamber head 7 is attached to the headplate 4 and/or to the combustion chamber wall 30.

In order to mount the fuel nozzle 2 suitably relative to the combustionspace of the combustion chamber 3, a floatingly mounted burner seal 6 issituated between the head plate 4 and the heat shield 5. This burnerseal 6 allows movement of the fuel nozzle 2 relative to the combustionspace. Furthermore, the burner seal 6 serves to position the fuel nozzle2 such that no leakage occurs between the fuel nozzle 2 and the headplate 4 or heat shield 5. For this, the burner seal 6 has a sealing face60 towards the fuel nozzle 2.

In addition, the burner seal 6 is formed aerodynamically favourablyupstream towards the combustion chamber head 7, and has an inlet lip 61so that a flow is guided from the combustion chamber head 7 to the fuelnozzle 2.

Downstream in the direction of the combustion space of the combustionchamber 3, the burner seal 6 is also formed so as to guide a flow of anair-fuel mixture from the fuel nozzle 2 in targeted fashion. In theembodiment variant shown, at its end on the combustion space side, theburner seal 6 comprises a flow guidance element in the form of a flowguidance hopper 62. This flow guidance hopper 62 widens in the flowdirection and hence into the combustion space. The wall portions of theburner seal 6 adjacent to the flow guidance hopper thus extend radiallyoutward in order to conduct a flow, emerging into the combustion space,radially outward.

Discrete cooling holes 63 are provided for cooling the burner seal 6 andin particular the flow guidance hopper 62. These discrete cooling holes63 in the burner seal 6 are configured such that an (air) flow from thecombustion chamber head 7 is guided between the fuel nozzle 2 and burnerseal 6 by means of the inlet lip 61, and then continues radially outwardfrom the inside of the burner seal 6 to its outside. The flow is thenguided from behind onto the flow guidance hopper 62 so that the flowguidance hopper 62 is cooled from behind, and the cooling air flowpasses between the heat shield 5 and burner seal 6 into the combustionspace of the combustion chamber 3.

The aerodynamic design of the burner seal 6 influences all technicalattributes of the combustion chamber 3, i.e. in particular theemissions, operability and susceptibility to thermoacoustic excitation.In configurations according to FIG. 7 as previously used in the priorart, identically designed burner seals 6 are provided along acircumferential direction U of the combustion chamber 3. FIG. 7 shows aback view onto an end face 6 a, viewed from the combustion space of thecombustion chamber 3 against the flow direction. Here, fuel nozzles 2are evenly distributed along the circumference 16 and each assigned to asector SK. A burner seal 6 is provided for the respective fuel nozzle 2in each sector SK. The sectors SK are numbered from “1” to “16”.

A spark plug 8 is provided in the region of a respective fuel nozzle 2in sectors SK numbered “6” and “10” along the circumference, and henceat an angle of 120° and 210° viewed starting from a top dead centre TDC.The identically formed burner seals 6, each with a flow guidance hopper62, thus constitute the best possible compromise for guiding thefuel-air mixture favourably from the respective fuel nozzle 2 even inthe region of sectors SK numbered “6” and “10” at which a spark plug 8is present. FIG. 8 here illustrates, again in enlarged scale, the designof such a burner seal 6 in which the flow is guided, via the wideningflow guidance hopper 62 and its radially outwardly pointing guidancefaces 620, into the combustion space of the combustion chamber 3.

In the context of the proposed invention, it is now proposed that twodifferent types of heat shield 5 and 5′, and/or at least two differenttypes of burner seal 6 and 6′, are provided along the circumferentialdirection U. By using different types, the heat shield and/or burnerseal may be adapted locally to different environmental conditions and/orcircumstances. Thus unidentically formed heat shields 5 and/or burnerseals 6 are provided along the circumferential direction U.

With reference to FIGS. 1, 2 and 3, an exemplary embodiment isillustrated in which, on an annular heat shield 5, two different typesof burner seal 6 and 6′ are provided for several—here 16—fuel nozzles 2.The burner seals 6 and 6′ of the two different types here differ in theform of their respective flow guidance hopper 62 or 62′, as shown in thedepictions of FIGS. 1 and 2. Thus for example the flow guidance hopper62 of a burner seal 6 of a first type is more greatly inwardly curvedand widens less greatly radially towards the outside than a flowguidance hopper 62′ of a burner seal 6′ of a second type.

According to the depiction of FIG. 3, which corresponds to that of FIG.7, in the embodiment variant shown of a proposed combustion chamberassembly, it is then provided that N=16 fuel nozzles 2 and also N=16sectors SK are present along a circumferential direction U at thecombustion chamber head, with Z=2 spark plugs 8 and N−Z−1=13 burnerseals 6 of the first type and Z+1=2 burner seals 6′ of the second type.The burner seals 6′ of the second type are here provided for mounting offuel nozzles 2, downstream of each of which a spark plug 8 is assigned.According to FIG. 3, this is the case in sectors SK numbered “6” and“10”. In addition, a further burner seal 6′ of the second type isprovided in the region of the top dead centre TDC.

For an odd number N of sectors SK and also an odd number N of fuelnozzles 2, accordingly the burner seal on the vertical running throughthe top dead centre TDC is a burner seal 6′ of the second type. For aneven number N of sectors SK and hence fuel nozzles 2, the burner seal isa burner seal 6′ of the second type which lies to the right or left ofthe top dead centre TDC, i.e. in the exemplary embodiment shown, thesector SK of FIG. 3 marked “1” or “16”. In total therefore in theembodiment variant shown, three sectors are accordingly designed with aburner seal 6′ of the second type and 13 sectors SK with a burner seal 6of the first type.

Alternatively, said sectors SK arranged next to each other along acircular path K may also, instead or in addition to different burnerseals 6′, be fitted with heat shields 5′ with an alternative heat shieldgeometry. In particular in the sectors SK to which a spark plug 8 isassigned, thus a heat shield 5′ of geometrically different design may beprovided. In the other sectors SK however, in each case (by sector) asingle heat shield 5 of a first type or a heat shield 5 of the firsttype extending as a ring segment (and spanning several sectors SK) ispresent.

Via the proposed use of at least two different types of heat shield 5,5′ and/or at least two different types of burner seal 6, 6′ along thecircumferential direction U of the combustion chamber 3, here configuredas a ring, measures may be taken which are adapted to the localcircumstances and locally vary the attributes of the combustion chamber3, without having to significantly change the overall configuration ofthe combustion chamber 3. This may be advantageous generally, and inparticular in view of the emissions, operability and susceptibility tothermoacoustic excitation at the combustion chamber head 7 andcombustion chamber 3.

LIST OF REFERENCE SIGNS

-   11 Low-pressure compressor-   12 High-pressure compressor-   13 High-pressure turbine-   14 Medium-pressure turbine-   15 Low-pressure turbine-   2 Fuel nozzle-   3 (Annular) combustion chamber-   30 Combustion chamber wall-   301 Impingement cooling hole-   302 Effusion cooling hole-   303 Bolt-   304 Nut-   31 Combustion chamber tile-   32 Mixing hole-   4 Head plate-   5, 5′ Heat shield-   50 Cooling hole-   6, 6′ Burner seal-   60 Sealing face-   61 Inlet lip-   62, 62′ Flow guidance hopper (flow guidance element)-   620 Guide face-   63 Cooling hole-   64 Fixing device-   6 a End face-   7 Combustion chamber head-   8 Spark plug-   A Outlet-   B Bypass channel-   BK Combustion chamber portion-   C Outlet cone-   E Inlet/Intake-   F Fan-   F1, F2 Fluid flow-   FC Fan casing-   K Circular path-   M Central axis/axis of rotation-   R Combustion chamber ring-   S Rotor shaft-   SK Sector-   T (Turbofan) engine-   TDC Top dead centre-   TT Turbine-   U Circumferential direction-   V Compressor

1. Combustion A combustion chamber assembly for an engine, with acombustion chamber which extends in a circumferential direction, andwith several heat shields and/or burner seals arranged next to eachother in the circumferential direction, to each of which at least onefuel nozzle is assigned for introduction of fuel into the combustionchamber, wherein at least two different types of heat shield and/orburner seal are provided along the circumferential direction, whichdiffer depending on whether or not a spark plug (8) is provideddownstream of an assigned fuel nozzle (2).
 2. The combustion chamberassembly according to claim 1, wherein at least one first type of heatshield and/or burner seal, and at least one second type of heat shieldand/or burner seal are provided along the circumference, and the numberof first types of heat shield and/or burner seal is different from thenumber of second types of heat shield and/or burner seal.
 3. Thecombustion chamber assembly according to claim 2, wherein the number offirst types of heat shield and/or burner seal is at least twice as greatas the number of second types of heat shield and/or burner seal.
 4. Thecombustion chamber assembly according to claim 1, wherein the combustionchamber assembly comprises at least one spark plug which is provided inthe region of a fuel nozzle and said fuel nozzle is assigned to a heatshield and/or a burner seal of a second type, and in a region withoutspark plug lying adjacent thereto in the circumferential direction, atleast one heat shield and/or at least one burner seal of the first typeis provided.
 5. The combustion chamber assembly according to claim 4,wherein at least two spark plugs are distributed along the circumferenceof the combustion chamber, and a heat shield and/or a burner seal of thesecond type is arranged in the region of each of these at least twospark plugs.
 6. The combustion chamber assembly according to claim 1,wherein a number N of fuel nozzles is provided along the circumferenceof the combustion chamber, and 1 to N fuel nozzles are assigned to 1 toN sectors along the circumference of the combustion chamber, and a heatshield of a second type and/or a burner seal of a second type isprovided in an Nth sector, whereas at least one heat shield of a firsttype and/or a burner seal of the first type is provided in each of atleast two adjacent sectors along the circumference.
 7. The combustionchamber assembly according to claim 6, wherein the N fuel nozzles arearranged next to each other along a circular path in the circumferentialdirection, and the Nth sector with the heat shield of the second typeand/or with the burner seal of the second type lies on an upperintersection point of the circular path with a vertical runningcentrally relative to the circular path or offset to the right or leftin the circumferential direction to this upper intersection point in asector adjacent to the intersection point.
 8. The combustion chamberassembly according to claim 1, wherein the combustion chamber assemblycomprises a number Z of spark plugs and a number N of fuel nozzles isprovided along the circumference of the combustion chamber, wherein 1 toN fuel nozzles are assigned to 1 to N sectors along the circumference ofthe combustion chamber, and a heat shield of a first type and/or aburner seal of a first type is provided in N−Z−1 sectors, and a heatshield of the second type and/or a burner seal of the second type isprovided in each of Z+1 sectors.
 9. The combustion chamber assemblyaccording to claim 1, wherein the heat shields and/or the burner sealsof different types on at least one portion facing the combustionchamber, extending into the combustion chamber and/or influencing a flowinto the combustion chamber, are geometrically different from eachother.
 10. The combustion chamber assembly according to claim 9, whereinburner seals of different types, in the form of a flow guidance elementprovided on the burner seal and extending into the combustion chamberfor guiding the fuel air mixture, are geometrically different from eachother.
 11. The combustion chamber assembly according to claim 10,wherein a flow guidance element comprises a flow guidance hopper and theflow guidance hoppers of different types of burner seals havedifferently greatly inwardly curved, differently thick and/ordifferently greatly inclined wall portions.
 12. An engine with at leastone combustion chamber assembly according to claim 1.